Motor vehicle body



May 3, 1938. H. A. HICKS.

MOTOR VEHICLE BODY Filed March 11, 1935 9 Sheets-Sheet 1 INVENTOR I Haral/ H Hie/f5.

ATTORNEYS,

May 3, 1938. H. A. HICKS MOTOR VEHICLE BODY Filed March 11, 1935 9 sheets-sheet 2 S m9 A2 a: R: I

DEL, 5 INVENTOR v Harald l1 Hacks.

BY Z

ATTORNEYS.

May 3, 1938. v H. A. HICKS v2,115,913

MOTOR VEHICLE BODY Filed March 1].; 1935 4 9 Sheets-Sheet 3 INVENTOR Harald I7 Hzc%s,

9 Sheets-Sheet 5 H. A. HICKS MOTOR VEHI CLE BODY Filed March 11,

May 3, 1938.

INVENT OR Harald/7. flak/rs.

May 3, 1938. H. A. HICKS MOTOR VEHICLE BODY Fild March 11, 1955 9 Sheets-Sheet 6 m6 8 mm, BM

. pa w? w ffiomzvs.

INVENTOR Hard Zd l9. flae'is.

May 3, 1938. H. A. HICKS MOTOR VEHICLE BODY,

Filed March 11, 1935 9 Sheets-Sheet 7 IIIIIIAIII f1! y 1938. H. A. HICKS MOTOR VEHICLE BODY Filed March 11, 1935 9 Sheets-Sheet 8 INVENTOR I Harald f7. HL'c/?6.

ATTORNEYS.

May 3, 1938. H. A. HICKS 2,115,913

MOTOR VEHICLE BODY Filed March 11, 1935 9 Sheets-Sheet 9 INVENTOR. Haral fZ Hie/('6.

' I 2% W$l i r rb Y6.

Patented May 3, 1938 UNITED STATES PATENT OFFICE MOTOR VEHICLE BODY Application March 11, 1935, Serial No. 10,422

55 Claims.

motor vehicle body structure having improved characteristics of strength and rigidity.

A further object of my invention is to provide a body structure fabricated in an improved manner from steel panels, steel rails, channels, braces and the like connected together to provide a substantially unitary rigid structure having improved strength and durability.

Another object of my invention in a more limited aspect thereof is to provide an improved body structure having the component parts thereof largely connected by welding.

Another object of my invention is to provide a body structure of relatively great strength and rigidity for the weight thereof.

Further objects of my invention are to provide a body comprising an improved truss-like structure; to provide a body structure fabricated in an improved manner to afford relatively great strength accompanied by improved stress distribution between the structural body parts, and freedom from rattle or wearing between the component body parts; and to provide an improved steel body structure adapted for manufacture at relatively low cost commensurate with the advantages obtained by reason of my construction.

An additional object of my invention is to provide a truss-like body structure adapted to efliciently distribute the stresses throughout the body incident to its weight and to the loads applied thereto from the ground wheels.

A further object of my invention in its more limited aspects is to provide a body structure fabricated in a novel manner from pre-formed, built-up, or assembled main body panels or subassembly units.

Further features of my invention relate to the provision of novel relatively strong, durable, and efficient joint structures or connections between the various component parts of my body structure; to the provision of improved means for utilizing the plates, panels, or shells of the body structure to carry a portion of the stresses; and to the provision of improved means for bracing the body parts.

Further objects and advantages of my invention will be more apparent from the following illustrative embodiments thereof, reference being had to the accompanying drawings, in which:

Fig. 1 is a front and side perspective view illustrating the general appearance of a four door sedan type motor vehicle constructed in accordance with my invention.

Fig. 2 is a side perspective view of the rear body portion of the vehicle shown in Fig. 1, the side doors, interior trim and seats being removed to illustrate the body structure.

Fig. 3 is a top plan view of the vehicle shown in Fig. 1.

Fig. 4 is a sectional elevational view of the .forward portion of the vehicle shown in Fig. 1, the section being taken along the line 4-4 of Fig. 3.

Fig. 5 is a detail sectional view through one of the forwardly extending hollow cowl beams, the section being taken along the line 5-5 of Fig. 4.

Fig. 6 is a detail sectional view along the line 6-6 of Fig. 4 illustrating the fabricated joint at the junction of the forward door column and instrument panel.

Fig. 7 is a detail perspective view of the joint shown in Fig. 6 looking from the inside of the body structure rearwardly and outwardly.

Fig. 8 is a detail perspective view illustrating the brace structure between the dash and instrument panel, the view being taken from inside the body structure looking forwardly and outwardly substantially from the line 8--8 of Fig. 4.

Fig. 9 is a detail sectional perspective view through the line 9-9 of Fig. 4 illustrating the structural connection between the front end of one of the front springs and the associated side sill or chassis member andthe lower forward end of the hollow cowl beam associated therewith, the view lookingfrom the outside toward the inside with parts broken away to illustrate the connection.

Fig. 10 is a detail sectional plan view along the line l0lll of Fig. 4 illustrating the structural connection shown in Fig. 9 and further illustrating the frame structure rearwardly and laterally to substantially the centerline longitudinally of the vehicle body frame.

Fig. 11 is a detail sectional perspective view taken generally as indicated by the line ll-Il of Fig. 4 illustrating the structural parts associated with the rear of one of the front springs, chassis cross brace, and front door column.

Fig. 12 is a detail perspective sectional view of the toe board supporting cross brace, the view being taken as generally indicated at I2l2 in Fig. 4.

Fig. 13 is a sectional elevational view taken along the line l3l3 of Fig. 3" transversely through the forwardly extending frame structure.

Fig. 14 is a longitudinal central sectional ele- I vational view of the rear portion of the body structure taken along the line l4-|4 of Fig. 3.

Fig. 15 is a detail sectional plan view along the line I5I5 of Fig. 14.

Figs. 16, 17, and 18 are detail sectional views illustrating the structure of one of the intermediate side door columns, the views being respectively taken along the lines l6--| 6, l'l--l'|, and |8I8 of Fig. 14.

Fig. 19 is a detail sectional plan view along the line l9-l9 of Fig. 14 illustrating the bracing between the rear door column and the main top frame member.

Fig. 20 is a detail sectional perspective view taken as generally indicated by the line 2020 of Fig. 14 looking upwardly and outwardly at the bracing for the rear seat transverse stiffening structure.

Fig. 21, on sheet 3, is a detail sectional view along the line 2l-2l of Fig. 14 illustrating the rear panel structure.

Fig. 22 is a sectional perspective view of a rear corner portion of the body looking from the inside as generally designated by the line 2222 of Fig. 3.

Fig. 23 is a bottom perspective view of the forward suspension of the rear spring shown in Fig. 22, the view being taken as generally indicated by the line 23-43 in Fig. 22.

Fig. 24 is a detail perspective view illustrating the lower portion of the front door column and associated parts as shown in Fig. 11, the View being taken looking forwardly from the outside of the body structure.

Figs. 25 to 29, inclusive, are sectional detail views of the body structure shown in Fig. 14, these views being respectively taken along the lines 2525, 2B26, 21-21, 28-48, and 29-29 of Fig. 14.

Fig. 30 is a detail side elevational view illustrating the joint between the main top frame member and the ribber panel rearwardly of the rear door column, the view being taken from outside the body with a portion of the outer panel broken away to illustrate the joint.

Fig. 31 is a view corresponding to Fig. 14 but illustrating the body structure for a two door vehicle, the structure illustrated in Fig. 31 being adapted to take the forward body structure illustrated in Fig. 4.

Fig. 32 is an inside detail perspective view of the joint between the upper main frame member and the door column shown in Fig. 31, the view being taken as generally designated by the line 3232 of Fig. 31.

Fig. 33 is a detail sectional plan view between the door column and rear wheel housing shown in Fig. 31, the section being taken along the line 3333 of Fig. 31.

Fig. 34 is an enlarged detail sectional view of the vehicle roof structure, the section being taken along the line 34-34 of Fig. 3.

Fig. 35 is a perspective view of the body front section assembly.

Fig. 36 is an inside view of one of the cowl side panel structures forming a part of the body front section of Fig. 35.

Fig. 37 is an inside view of the windshield cover assembly forming a part of the body front section of Fig. 35.

Fig. 38 is an inside view of the rear body panel for either the four door sedan type of body illustrated in Fig. 14 or the two door sedan type of body illustrated in Fig. 31. i

Fig. 39 is an inside side elevational view of one of the side panels for the four door body shown in Fig. 1.

Referring to the drawings, I have illustrated my invention in connection with a motor vehicle body ofv the enclosed type which, for a four door sedan, may have the general appearance in Figs. 1 and 3. It will be understood that, in its broader aspects my invention is not limited to any particular appearance, style or shape of the body or the motor vehicle as a whole as these may vary within wide limits according to preference.

My body structure is, in general, of all-steel unitary construction fabricated from steel panels, shells, or the like, pressed steel rails, channels, columns, plates and braces. The component parts are preferably for the most part welded into one unitary rigid structure of improved strength and durability. I prefer to largely weld the component parts of the body structure since, among other advantages, the welding provides permanence of assembly, relatively great strength accompanied by eflicient stress transference between the welded parts, freedom from rattle or weaving between the various parts, and reduction in weight and manufacturing cost of the body structure as. a whole.

In some instances, as will be presently more apparent, I have connected certain parts of the structure with rivets, bolts, or the like, particularly where removal of such parts for inspection, servicing or replacement renders the use of nonwelded fastening means desirable. In other instances rivets or bolts are employed to facilitate the final assembly of certain main assemblies to other main structures and I desire to point out that, in the broader aspects of my invention, I do not limit my invention to the particular type of connecting means hereinafter more particularly described in order to illustrate one concrete form which my invention may assume, it being readily apparent that other fastening means may be employed as desired.

In general, according to the illustrated preferred embodiment of the principles of my invention, I have provided a body construction which is fabricated from a plurality of pre-formed, built-up or assembled main body panels or subassembly units although, if desired, the entire body structure may be fabricated or built-up without first providing the aforesaid pre-formed main panels or sub-assemblies and the like. I

prefer, however, accordingto one novel feature of my invention to provide such pre-formed main structures as the manufacture, assembly, and servicing of the body structure is greatly facilitated thereby. In practice, these main panels or sub-assemblies may vary, as desired, both in the number of such main component panels or'subassembly structures and in the formation of the structural parts thereof within keeping of the broader principles of my invention.

According to the illustrated embodiments of my invention, the body structure shown in Figs. 1 and 3 is preferably formed of four main structural portions adapted to be Welded together to form a rigid unitary body structure, such main portions comprising the body front section A, the body side panels B and C, and the body rear panel D.

The front section A, as will be apparent from Figs. 1, 2, 3, 4, and 35 is'connected by welding to the side panel B as generally indicated at 50 and 5| and t0 the other side panel C in a similar manner at corresponding points 52 and 53; The side panels B and C are connected by welding to the rear panel D along the downwardly meeting edges of the side andrear panels as indicated at 54 and 55 respectively.

It will be understood that the various welded joints do not appear when the finished body is viewed since the external welds are covered by the usual enamel-like paint and the internal welds which are not otherwise hidden from view by the body structure itself are covered by the interior trim and finish customarily employed in general body practice or else by paint or other finish panels as desired. My invention is more particularly directed to the body structure, and the details of the trim, finish and the likewill,

for the most part, be omitted from my disclosure.

In practice, any type of welding may be employed which is best suited to the particular joint or connection dealt with and I have found it expedient to employ flash-welds, butt-welds, arcwelds, and gas-welds at different points in the structure.

Thus, by way of example, in the assembly the side panels B and C are flash-welded along the rear panel edge joints 54 and 55 and then joined in a unit to the front section A. Where the front section A meets the side panels B and C at the open ends, the header joints 59 and 52 at the top are flash welded on the outside and are welded on the inside. The lower ends 5i and 53 are gas welded on the outside and are welded on the inside although I do not limit my invention in its broader aspects to welded connections or to any particular types of welds where this form of connection is employed.

The side panels B and C in the case of the sedan type of body respectively provide openings 56, 51 and 58, 59 for the doors 60, 6! and 62, 63, and the four main body assemblies A, B, C, and D together provide the roof opening 66, best seen in Fig. 2. This roof opening is filled in with a. cover structure illustrated in Fig. 34 and hereinafter referred to in detail.

While, within the broader aspects of my invention, the body structure may be directly supported as a rigid unit by the vehicle road wheels with appropriate springing intermediate the wheels and body, I prefer according to the illustrated embodiment-of my invention to provide a vehicle chassis including the main side rails or sills 65, 66 (see Fig. 13) and cross members hereinafter referred to in detail. This chassis structure is relatively light in weight and is provided primarily to facilitate the manufacture and assembly of the motor vehicle whereby the chassis may be assembled and the body structure assembled independently thereof as a separate unit. The body assembly may then be conveniently mounted on the chassis assembly as will be presently more apparent.

The chassis side rails 65 and 66 are tension members and are adapted to transmit a portion of their load in a novel manner to the body structure, the latter receiving the major portion of the total load directly at the points of body support for distribution of the stresses throughout the truss-like body structure.

Thus, each front steering ground wheel 61, one of which is shown in Fig. 1, is sprung in any desired manner as by the leaf spring 68 associated with the front axle 69 as shown in Fig. 4. These springs 68 are respectively connected to the chassis rails 65 and 66 at the forward and rear ends preferably at or close to points where main compression members of the body frame join the chassis rails whereby the major portion anchorage therein.

of the stresses passes directly to the body structure. Likewise the rear driving ground wheels 70, one of which is shown in Fig. 1, are connected through rear supporting springs ll shown in Figs. 14, 21, and 23 to the chassis rails 65 and 66 at or adjacent to points of load distribution to the body structure. Other well-known or suitable forms of wheel springing-may be employed as desired within keeping of the spirit of my invention. I

Referring now to Figs. 4, 9, 11, and 13, I will describe the details of the connections between one of the front springs 68 and the chassis frame, it being understood that the body and chassis structures are for the most part symmetrical about the longitudinal vertical central plane through the vehicle. The forward end of spring 68 as best seen in Fig. 9 is pivoted to a supporting shackle bolt 12 carried between the spaced downwardly extending flanges 13 of the shackle bracket 14. This bracket has an upwardly extending body portion 15 fitting within the front terminal end portion of the chassis rail 66, the latter being inverted U-shaped at this point. Overlying the chassis rail is a saddle bracket 16 flanged at its outer lower end 71 for connection by one or more bolts 18 to the bracket 14.

Welded to the upper face of the saddle bracket 16 is a channeled connector member 19 provided for this purpose with an inwardly extending seating flange 80. The member 19 also has inwardly extending longitudinally spaced stiffening flanges 8i and 82, and the intermediate web 83, the member 19 extending generally upwardly and rearwardly to transmit load from the shackle bracket M through the upwardly and rearwardly extending hollow cowl beam structure as will be presently more apparent. The member 19 is rigidly secured in place by aplurality of fastener bolts 89 which pass through the flange 8U, saddle bracket 16, chassis rail 65 and then enter the body portion 15 of the shackle bracket 14 for The vertical side flanges of the bracket 16 extend forwardly around the front ends of the body portion I5 and rail 65.

Rearwardly of the front of the front spring connection, the chassis side rails are rectangular in cross section as shown in Fig. 11 in connection with the rail 65. In this figure the rear suspension for one of the front springs 68 is shown, the

suspension comprising a swinging shackle supported by the rail 65 and mounting the usual spring eye at the rear end of the spring 68.

The typical rear spring H, best shown in Figs. 14, 22, and 23, has its rear end supported from the rear end portion of the chassis rail 65 by a swinging shackle 86, the forward end, as, best seen in Fig. 23, being mounted between the downwardly extending flanges 81 and 88 of the shackle bracket 89. This bracket has its flange 81 bolted at 90 to the rail 65. Riveted at 9| to the inner face of rail 65 is a bracket 92 having an inwardly bent flange 93 lying in the plane of the upper surface of rail 65.

Overlying the flange 93 and rail 65 and bolted thereto at 93* and 99 are the oppositely extending flanges 94 and 95 of the inverted U-shaped transversely extending connector member 96. The shackle bracket 89 has an upper web 91 secured to and beneath the flanges 94 and 95 by fasteners 98, the connector member 95 ex tending outwardly therebeyond for load transference connection with the body structure as will hereinafter be more apparent. In Fig. 14 I have diagrammatically illustrated the differential housing 99 and rear axle I00, the latter extending in customary manner for support by the springs II for driving the rear ground wheels I0.

Returning now to the details of construction of the body front section A best shown in Fig. 4 and the detailed sectional views noted thereon, this front section comprises-a pair of stamped sheet metal cowl side panels IOI one of which is shown by itself in Fig. 36. These cowl panels form the outer panel shell or metallic skin of the engine enclosure (the engine not being shown) or hood structure forwardly of the transverse dash I02. The cowl panels IOI also form one member of the respective hollow cowl beams for the front body section in the following manner The typical right cowl panel IOI illustrated in Fig. 4 has a forward downwardly extending terminal portion flanged inwardly at I03 to strengthen the lower edge and to nest with a similar flange I04 of the inner cowl panel or shell member I05, these flanges being welded together. The shell I05 is welded to the outer surface of the web 83 of bracket "I 'and has an opening I06 to receive the downwardly extending end of the stiffener channel I0I which is welded to the outer vertical side face of the saddle bracket I6 as best seen in Fig. 9. Above the opening I06 the channel I01 is welded to the shell I05 within the hollow cowl beam formed by panel MI and shell I05.

The inner and upper marginal edge of each cowl panel "II is return bent to provide a channeled shelf I08 for supporting the hood cover I09 adapted to pivot at its rear opposite sides by pivot bearings, one of which is shown at H0 in Fig. 4, carried by a bracket III welded to the inner surface of the shell I05.

The upper marginal edge of the shell I05 is bent at II2 to nest with panel IOI adjacent the shelf I 08, the engaging surfaces being welded.

Each of the panels IOI, as best shown in Figs. 1 and 36, is provided with an opening II3-adapted to accommodate a headlight structure H4. The shell I05 may be provided with suitably located openings H5, H6, H1, and H8 adapted to lighten the weight of the hollow cowl beam without materially lessening its strength.

Secured to the shells I05 are the substantially vertically extending stiffener channel members, one of which is shown in Fig. 4 at II9. Each channel member carries a bracket I and a channeled cross brace I2I connects the opposite brackets I20 as shown in Fig. 3 to tie the opposite cowl beams together adjacent the forwardly extending ends thereof amL thereby increase the rigidity of the forward portion of the front section A. The brace I2I is also adapted for connection to the engine cooling radiator (not shown). For convenience of manufacture, the cowl beams may each be formed in two sections welded together forwardly of the cross brace I2I as indicated at I22 in Fig. 4.

To complete the substantially trian ular hollow cowl beam and to provide a housing for a front wheel 61, each cowl panel IOI has its other marginal edge turned inwardly to provide a flange I23 engaging the arched panel I24. This panel is connected at circumferentially spaced points to flange I23 by fasteners I25 which also connect the front wheel fenders I26 to the respective hollow cowl beams. The opposite or inner marginal edgeof each arched panel I24, as best seen in Fig. 5,}lnd8r1ies the inwardly defiected lower arched portion I2I of the shell I05 and is welded thereto. The lower edges of the fender I26 and the arched portion I21 are respectively return bent at I28 and I29 to reinforce these members, the edge I29 having a series of holes I30 adapted to removably accommodate a downwardly extending cover plate (not shown).

In Figs. 9 and 10 I have illustrated a further reinforcement for the lower ends of the hollow cowl beams comprising .a channeled sheet metal brace I3I which has its opposite ends welded to the inner terminal edges of the panel IM and the shell I05 forming each cowl beam. This brace I3I rigidly ties together the lower endsof the cowl beams and reinforces the front lower end of the front section A. f

The forward portions of the side rails 65 and 66 are formed in rectangular shape by welding together complementary channel sections, the welds I33 and I34 being indicated in Fig. 11. Where the rails receive the body portions I5 of the shackle brackets I4, the lower flanges of the component rail channels are omitted. The forward ends of the chassis rails 65 and 66 are braced by a cross member I35 rendered more rigid by the corner angle braces I36, these parts being welded in place.

By removing the fasteners I8 and 84 it will be apparent that the front end of the body structure may be removed from the chassis rails 65 and 66, such condition being desirable to facilitate ready assembly and disassembly of the body on the chassis, and, as heretofore noted, the body structure may be removed from the connection at the front ends of the rear springs II (see Fig. 23) by reason of the fasteners 93, 93 and 98.

It will be apparent that the hollow cowl beams, best seen in cross section in Fig. '5, present rigid main compression beams or columns which are loaded at their lower ends at the respective shackle brackets I4, the component panel and shell members receiving the load directly from the front ends of the front springs 68 for transmission through the upwardly and rearwardly curving cowl beams to distribute the stresses through the body structure as will be presently apparent.

Welded to the chassis rails 65 and 66 at points respectively adjacent the rear of the associated front wheel house structure is a channeled bracket or seat I3I to which is removably secured by fastener I38 an upright reinforcing member I39 as best seen in Figs. 4, 10, 11, and 13. Each upright I39 is channeled longitudinally thereof for strength, the two flanges I40 and MI being connected by the web I42 which is ribbed at I43 to further stiffen the upright.

The flange I40 is welded to the portions of the shell I05 adjacent thereto, each upright I39 terminating at the stepped upper edge I44 seen in Fig. 13. Welded to the rear face of the web I42 is a reversely channeled downwardly extend in g foot portion I45 of the dash I02, each foot I45 being ribbed at I46 to nest with the associated rib I43 of an upright I39. The foot. I45 thus has rearwardly extending flanges I41 and I48 connected by a web I49 which is welded to the web I42 along the length thereof. Each flange I 41 is also welded to the associated shell I 05, thus rigidly bracing the rear portions of each front wheel house structure and securely tying these structures to the dash I02 which acts as a transverse brace for the front section A at the region of the rear of these wheel housestructures. It will furthermore be apparent that the tension I45 provide a rigid beam or column bracing the wheel house structures and the dash with the chassis frame or rails 65 and 66.

The reinforcing ribs I46 extend upwardly beyond the upper margins I44 of the respective uprights I39 to reinforce the dash I02 substantially for the full vertical height thereof, the vertical ribs I46 being provided with lateral dash stiffening ribs I50 and I5I (see Fig. 13) interrupted to provide an opening I52 in the dash to accommodate the vehicle steering wheel post (not shown).

The lower edge of the dash I02 has a rearwardly and downwardly bent marginal flange I53, best seen in Fig. 4, adapted to cooperate with angled brackets I54 and I55 rearwardly at each side of the dash to provide a support for the vehicle toe boards. A portion of these toe boards is shown in Figs. 10 and 11 at I56. These brackets I54 and I55, as best seen in Figs. 4 and 11, are welded to the rear column forming extensions I51 of the shells I05 on each side of the body structure.

The upper part of the dash panel I02 above the ribs I50 and I5I, as shown in Figs. 4 and 8, slants rearwardly to each side of the central portion thereof and terminates laterally in rearwardly extending side flanges I58. Theseside flanges also extend below the ribs I50 and I5! and are welded to the inner surface of the side extensions I51 or shells I05.

The upper marginal edge of the dash panel I02 is bent forwardly at I59 and then downwardly at I60 to stiffen the dash panel and also for welding to the inner surface of the inwardly return bent edge I6I of the windshield and cowl forming panel I62 best shown in Fig. 37. Thus, the panel I62 has acowl portion I62 which is welded to the dash panel along the dotted line I63 shown in Fig. 3, the cowl portion I62 having forward projections I 64 and adjoining rearwardly slanting edges I65 adapted for welding to the adjacent edges I66 (see Figs. 8 and 36) of the side panels I M, the weld joint being designated at I61 in Figs. 1, 3, and 13. From Fig. 3'1 it will be noted that the cowl portion I62 has ventilator openings I68 adapted to be adjustably covered by 'covers I69 shown in Fig. 3.

The portion of the panel I62 extendin'g rearwardly and upwardly from the cowl portion I62"- provides the windshieldframe forming portion I62 best shown in Fig. 37. This portion I62 has a glass receiving opening divided into portions I10 and Ill by a brace I12 welded at its upper end to the glass supporting marginal flange I13 bounding the openings I10 and HI. At its lower end this brace is welded to the rear of the cowl portion I62 and to the inwardly extending front marginal flange I14 of the shelf portion I15 of the instrument panel I16. 'I'he,flange I14 is welded tothe lower portion of the flange I13 and the instrument panel I16 has a stiffening return bend I11 at the rear of the shelf portion I15.

In ordento brace the upper ends of the dash panel I02 and the instrument panel I16 longitudinally of the body and alsoto further support the cowl portion I 62, I have provided a channeled brace I18 at each side of the body, these The channeled brace I18 extends rearwardly spaced beneath the cowl portion I62 to receive the anti-rattle material such as the felt block I therebetween. The brace I18 terminates rearwardly in a'w eb extension I8I which'conforms with and which is welded to the rear face of the flange I13 as seen in Fig. 4.

The channeled shelf I08 (Fig. 5) of each outer panel I0-I terminates rearwardly thereof at the respective cowl projections I64 where the parts are welded together, the flanged edge II 2 (Fig. 5) of the inner shell I05 extending rearwardly of the dash panel I02 for welding to the adjacent flange of the channeled brace I 18 as best seen in Fig. 8. The brace I18 thus, in effect, provides thereby further adding rigidity to the assembly illustrated in Fig. 8.

As best seen in Figs. 6, 10, ll, 35, and 36, the outer panel IOI extends rearwardly along each side of the front section A from the rear of each front wheelhouse structure to the front door columns I82. Referring to a typical side of the bodystructure, the outer panel IOI is provided with louvres I83 for the circulation of air from the engine enclosure.

The rear vertical edge portion of the outer panel I M is welded to the vertically extending web portion I 84 of the front door column I82. This web portion I84 has the front and rear inwardly extending column forming flanges I85 and I86 respectively, the flange I85 terminating in a forwardly extending secondary flange I81 which is welded to the rearwardly extending panel portion I 51, the latter panel portion extending rearwardly beyond the flange I81 to provide the inner wall of the column I82.

At the portion of columns I82 adjacent the sides of the instrument panel I16, each column inner wall has an inwardly struck flange I 88 leaving an opening I 89, best seen in Fig. 6. Welded to flange I86 within each column I82 is a bracket I90 which is stepped forwardly for welding to the flange I88, the bracket extending through opening I89 for welding to the side .edge portion of the instrument panel I16. Thus, the

instrument panel is rigidly secured to the column Above the instrument panel the column I 82 slopes rearwardly and upwardly, the inner wall of the column above the panel I05 being formed by the channeled column insert 'I,9I welded in place and also to the inwardly overlapped upper end portion of a stiffener plate I92 which, as best seen in Fig. 7, is welded to the panel portion I51 and is enlarged at its lower end to provide an inner reinforcing cover plate .for the relatively large recess I93 formed in the panel portion I51 at the intersection of the outwardly pressed channel ribs I94 and I95.

The channeled rib I94, as best seen in Figs. 4, 6,

and 7,.nests within the rear end of the aforesaid stiffener channel I01 and thus constitutes a continuation of the channel I01 to the column I82, the overlapping portions of the channel-I01 and the rib I94 being welded together. As shown in Figs. 6 and v'1 the rear edge of the panel portion I51 is flanged at I96 for welding to the inner edge portion of the flange I86.

- is removably secured thereto by a pair of U-bolts 200 which pass beneath the side rail and then upwardly through the side flanges of the cross member I91 and the plate I99.

The cross member I91 is fabricated into the body structure by reason of the shear plates 20I welded to the upper face of the cross member at opposite sides thereof, each shear plate having a marginal stiffening flange 202 forming with and welded to the curved wheel house portion of shell I05 associated therewith as shown in Fig. 11. Other flanges stiffen the inner margin of the shear plate, the rear margin adjacent the cross member I91, the outer marginal flange being welded to the panel portion I51.

Welded to the upper face of each shear plate 20! is a channeled angle bracket 203 which has an upwardly extending arm portion nested within and welded to the pressed rib I95. Each angle bracket 203 and associated plate 20I is removably secured by bolts 204 to its associated projecting portion I98 of the cross brace I91. As shown in Figs. 4 and 11 the panel portion I51 is provided with outwardly pressed stiffening ribs 205 and 206' lending rigidity to the panel.

By reason of the foregoing structure, I have provided for a transference of a part of the stress in the side rails 65 and 66 to the body frame structure adjacent the load point at the side rails where the rear of the front springs 68 are suspended by the shackles 85. This transference of the load to the body structure takes place through the shear plates 20I to the shells or panels I05 for distribution to the body structure by the columns I82 and also by the feet I45 and dash I02; also directly upwardly through braces 203 and associated channeled ribs I95 which, as best seen in Figs. 4 and '1, tie into the upper sloping portion of the columns I82. .The ribs I95 and the forwardly extending hollow cowl beams including the associated stiffener channels I01 provide a truss-like structure in association with the side rails 65, 66 and the front door columns I82, the trussed body structure being further braced by the dash panel, instrument panel, the main shells or panels IOI and I05 and by the various structural organizations hereinbefore described in detail.

Each column I82 extends downwardly and rearwardly where the column is fabricated with the forwardly extending end of the body lower side rail 201 of each side panel B and C to rigidly join the front section A to the side panels at the aforesaid connections 5| and 53.

The typical column fabrication, best shown in Figs. 4, 10, 11, 12, and 24, is provided by curving the flange I86 of the column rearwardly to form the top of the rearwardly extending column side rail portion 208. Welded to the inner margin of the flange I86 is the curving flange 209 of the corner brace 2I0, the latter having a web portion 2I I overlapping the rear vertical edge of the panel portion I51 and welded thereto. The web portion 2 I I extends rearwardly to provide the inner web of the side rail portion 208, the lower edge thereof being flanged at 2I2 for welding to the lower flange 2I3 which extends forwardly beyond the brace 2I0 as a part of the outer shell or panel I 0 I the vertical portion thereof having the lower rearwardly extending rail wall forming projecting web 2 I4 best seen in Figs. 12, 24, and 35.

From Figs. 12 and 24 it will be apparent that,

at the rail portion 208, the web I84 angles across the interior of the rail portion for welding by a flange 2I5 to the flange 2I3 to additionally strengthen the rail portion at the region of connection to the side panel.

The web portion 2 of the brace 2I0 has achanneled supporting bracket 2 I 6 welded thereto, the lower flange 2" of the bracket being welded to the flange 2I2 and the upper flange 2I8 being has a flange 222, shown in Fig. 12, welded to the side rail portion 208, the flange 222 terminating inwardly of the rail portion in the dropped flange or shelf 223 adapted to support the transversely extending floor boards 223, (see Fig. 10) ,the forwardly and rearwardly extending flanges 224 and 225 also supporting the adjacent floor boards 223 and I56 as will be readily understood.

At each side rail portion 208 it will be noted that the web 2II extends rearwardly beyond the rear edge of the side rail portion 208 thereby forming a longitudinally overlapping welded joint with the side rails 201 of the side panels 13 and C. A joint of this character insures a rigid connection between the front section A and the side panel structures. I

Referring now to the upper rear portion of the front body section A which has not yet been described in detail, it will be noted from Figs. 4, 13, and 37 that the windshield panel I62 has the panel portion 226 extending upwardly and rearwardly from the glass supporting marginal flange I13 to the return bent channeled transverse marginal rib 221 to which is welded the transversely extending roof supporting frame bracket 228.

Welded to the inner side of the panel portion 226 is a header brace 229 which reinforces the marginal flange I13 and the windshield panel, this header brace having terminal side webs 230 bent within the respective columns I82 around the inner portions of the column insert I9I, the latter each having a reduced portion 23I shown in Fig. 4 for accommodating the associated web 230. The webs 230 are each welded to the column insert I9I and to the other portions of the column structure which contact therewith, the insert I9I terminating at 232 forwardly of the end of the main portion of the column which ends at 233, thereby also providing an overlapping welded joint for the forwardly projecting ends of the body upper or top rails 234 of each side panel B and C. The respective overlapping joints have been previously designated generally at 50 and 52.

The panel portion 226 has upper rearwardly extending side wings 235 which terminate rearwardly in flanges 236 adapted to accommodate the forwardly extending panel portion 231 of each of the side panels, the flanges 236 positioning the panel portions 231 in the plane of the associated wing 235 so that these panels may be welded and finished to provide a substantially uninterrupted and smooth exterior finish.

The columns I82 are welded to the inner marginal portions of their associated wing portions 235 and downwardly therefrom adjacent the windshield frame forming portions I62 as best shown in Figs. 4 and 35.

reinforces the windshield panel I62, this stifi'ener brace extending from a welded connection at 239 and 248 at the header brace 229 to welded connections to the rib 221 and the roof frame bracket 228, the brace 238 thereby tying the structure forming the roof opening 64 in with the header 229.

The motor vehicle power plant, which ordinar ily includes the engine, clutch and transmission (not shown) are supported over the front axle 69 by the aforesaid cross member I35 and by the cradled or dropped portion 24I of the cross member I91, the cross brace HI and the dash flange I53 being respectively provided with arched central portions 242 and 243 to accommodate the rearwardly extending driving propeller shaft (not shown) leading to the aforesaid differential housing 99.

From Fig. 10 it will be noted that the chassis rail 65 extends rearwardly of the front wheel housing, the side rail being spaced inwardly from the associated front door column and its lower side rail extension 288, the chassis rail in the vicinity of the cross brace 22I assuming an inwardly opening single channel section instead of the rectangular section forwardly of cross brace 22I as shown in Fig. 13. The weld seam I33 is thus shown in Fig. 10 as merging at 246 with the widening upper and lower inwardly extending flanges of the chassis rail 65,-it being understood that the chassis rail 66 is similarly constructed. Thus, the chassis rails 65 and 66 may be made lighter in weight rearwardly of the front door columns where the stresses are largely transmitted upwardly through these columns and along the body top rails 234.

I have now described the details of construction of the front body section A which may be fabricated as a unitary structure adapted for welding connection to the side body panels B and C, it being understood that while, in many instances, I have described the structural details of only one side of the front structure, both sides are preferably similar.

The body right side panel B is similar in construction to the left side panel C and, for the most part, the description will therefore be limited to one of these panels.

Thus, referring to the typical side panel B, best shown in Figs. 14 and 22 and the detail views noted thereon, the hollow top rail 234 projects forwardly for welding with the upwardly rear-- wardly extending end of the front door column I82 to provide a substantially continuous main compression member which, as will be presently apparent, continues rearwardly and downwardly to the rear end of the associated main chassis rail 65, thereby forming the main upper compression member of the trussed body structure.

The top rail 234 has an inner channel member 245 and an outer channel member 246, the inwardly extending upper and lower flanges 249 and 258, respectively, of the outer channel 246 being welded to the corresponding relatively short flanges 25I and 252 of the inner channel 245. The-inner and outer channels are thus spaced laterally of the body to form the rigldehollow top rail 234.

At its forward end, the inner channel 245 is reduced in height at 253 to telescope into the main portion of column I82 which ends at 233 and also into the column insert I9I which ends at 232 (see Fig. 4) these parts being securely welded together.

The aforesaid panel portion 231 has its lower marginal edge bent inwardly at 254 for welding beneath the flange 252 (see Fig. 22) and'adjacent the weld the panel portion 231 has a return bend 255 to provide the door receiving recess 256 which continues along the outer edges of the front door column I82 and the intermediate column 251.

The upper inwardly extending marginal edge of the panel portion 231, is constructed to provide a continuation of the roof opening 64 with the same return bent rib 221 and frame bracket 228 which were previously referred to in connection with the panel portion 226 of the windshield panel I62.

At the bottom of panel B, the lower side rail 281 has its outer channel member (see Fig. 22) formed with the web 258 and the inwardly extending flanges 259 and 268, the forward end of the side rail 281 overlapping the rearwardly extending end of the web 2H and flanges 2| 2, 222, and 223 associated therewith. The webs 2I4 and 258 are thus welded together so that, in effect, the web 2I4 is extended rearwardly and likewise the flanges 2I3 and I86 are continued by the matched flanges 268 and 259 respectively, the inner edge portions of flanges 259 and 268 being welded to the overlapped portions of flanges 222 and 2| 3 respectively, as will be apparent from Figs. 4, 22, and 24.

The side rail 281 has its inner channel member formed with the web 26l and the inwardly extending flanges 262 and 263 welded to the corresponding flanges 259 and 268 of the outer channel member, thereby forming a strong, hollow and very light rail structure. At the forward end of the lower rail 281, the inner channel member is reduced in height and deflected inwardly at 264 (see Fig. 4) the web 26! being welded in overlapping relation to the inner face of web 2 and likewise flanges 262 and 263 are respectively welded within and to flanges 222 and 2I2, these welded webs and flanges rearwardly of the deflected portion 264 preserving the continuity of the outer walls of the rail forming structure terminating rearwardly as shown in Fig. 24. The floor supporting shelf flange 223 is also continued rearwardly in the lower rail 281 as shown in Figs. 4 and 22.

The intermediate column 251 extends vertically between the top rail 234 and thelower rail 281 and provides a vertical brace member ofthe truss structure, this column being hollow and comprising inner and outer welded channel members best shown in Fig. 17.

The inner channel member has a web 265 which is transversely corrugated or ribbed for additional rigidity, the web having inwardly extending front and rear flanges 266 and 261 welded to and within the marginal portions of front and rear flanges 268 and 269 of web 218, the latter comprising the outer channel -member of the colunm.

At its upper end, the column 251 is flared forwardly and rearwardly and has its outer web 218 formed integrally with or welded to the panel portion 231 .asshown in Fig. 16 while the inner web 265 is bent inwardly t 2H for welding to the under face of flange 258 along the inner edge portion thereof. The flange 268 flares upwardly and forwardly at the top of the column and continues forwardly to form the aforesaid flange 254 of the panel portion 231 (see Fig. 22). Likewise the flange 269 flares upwardly and rearwardly to continue the flange 254 rearwardly of the colunm 251.

The panel portion 231 and the roof supporting structure 221, 228 is reinforced and braced from the top rail 234 at suitable points along the top rail, one of these braces being shown at 212 in Figs. 14, 16, and 22. This brace is formed of a channeled member welded at its lower end to the flange 252 and having an upwardly extending terminal tongue 213 welded to the under side of the rib 221 as best shown in Fig. 16.

The lower end of the column 251 is welded to the body side rail 281 as shown in Figs. 14 and 18. At the column junction the flange 259, forwardly and rearwardly of the colurmi, flares toward the column asshown in Fig. 14 to form the column flanges 268 and 289. The space thus left is occupied by an insert 214 which has an upper inwardly bent flange 215 bridging the flange 259 at the points where this flange begins to flare upwardly. The insert 214 has a web 218 welded to the portion of web 218 which extends laterally in opposite directions to form the web 258 of the outer channel member of the rail 281. The web 285 has a downwardly extending tongue 211 which is substantially the width of the column bottom flare, this tongue being welded to the web 28| within the hollow rail 281. It will thus be noted that the column is rigidly joined to the rail 281, the continuous panel forming the column web 218 and the rail web 258 being reinforced by the insert 214 which bridges the bottom of the column and serves to connect the flanges 259 across the bottom of the column where the flanges 259 flare upwardly to form the column flanges 288 and 289.

Rearwardly of the intermediate column 251 the panel B has its top rail 234 continuing downwardly around the rear of the rear wheel house structure to join the rear end of the chassis rail as will presently be apparent. Rearwardly of the rear door opening 51 the panel is provided with the rear door column 218 which is arranged to receive the load from the front end of the rear spring 1!, this load being transmitted through the column to the top rail 234. The column 218 also connects the top rail 234 and the associated chassis sill to brace these parts as will presently be more apparent.

Referring particularly to Figs. 14, 22, and 26, the upper portion of column 218 is formed by the downwardly and rearwardly extending inner channel member 219 having inwardly extending flanges 288 and 28! connected by the web 282. The flange 28! is welded to the inner terminal portion of the flange 283 of the channel member 284, the channel members 282 and 284 forming a hollow column best seen in Fig. 26. The other flange 285 of the channel member 284 terminates short of the flange 288. Welded to the flanges 285 and 288 is the flange 288 which continues around the outer portion of the column in spaced relation therewith at 281 to form the window frame 288 of the window 288*, the terminal flange 289 thereof being welded to flange 283.

The column flares forwardly and rearwardly at its upper end, as seen in Figs. 14 and 22, the flanges 288 and 28! merging for welding to the aforesaid flange 258 of the top rail outer channel 248 (see Fig. 16). The channel member 284 has its flanges 283 and 285 bent at their upper ends to also lie along the flange 258 for welding thereto as shown in dotted lines in Fig. 14. The window frame 288, as shown in Fig. 26, has its column forming outer shell 298 formed as a downward continuation of the aforesaid panel portion 231, the latter, as shown in Fig. 25, also extending rearwardly of column 218 and beneath the top rail 234 to provide the window frame angled portion 291 which forms a continuation of the frame 288 at column 218.

The channel member 219 at its lower end has a widened foot portion 292 vertically'overlapped by and welded to the stiffener plate 293 which, as shown in Fig. 19, has a forward flange 294 welded to the flange 288. At this vertical portion of the column the flange 283 has its inner margin bent at 295 rearwardly of the plate 293 and welded thereto.

The flange 288 continues downwardly and forwardly to form a continuation of the aforesaid side rail flange 259, the flange 288 also extending outwardly of the column 218 below window 288 and rearwardly to provide the outer shell 298. This outer shell, as shown in Fig. 27, has an upper inwardly ribbed portion 291 terminating in a window frame forming flange 298 welded to the upper marginal flange 299 of the plate 293.

The channel member 284 terminates at the edge 388 (see Fig. 14) and is vertically overlapped by and welded to the upper portion of the channeled column stiffener insert 38H (see Fig. 15) which terminates upwardly at the edge 382. This insert 38| has inwardly extending flanges 383 and 384, the flange 383 being welded to the flange 288. The flange 384 is welded, as shown in Fig. 15, to the inwardly and downwardly dished rear wheel house 385, this wheel house being a downward continuation of the shell 298. Removably secured by fasteners 385 to each wheel house 385 is an outwardly and downwardly curving fender 385", best shown in Figs. 15 and 21.

The plate 293 merges downwardly around the wheel house 385 to provide a portion of the inner web 388 of column 218, this plate having a forward inner flange 381 welded to the flange 288, and also a rearward inner flange 388 which follows the contour of the wheel house 385 for welding thereto rearwardly of the column to the upwardly extending flanged rear edge 389 of plate 293.

The plate web 388 is vertically overlapped at 3| 8 by a channeled lower column insert 3 which curves downwardly and forwardly to tie the column 218 into the rear end of the side rail 281 and connector member 96 as shown in Figs. 14 and 23. The inner web 312 of this column insert has an inwardly extending flange 3l3 welded to the connector 98. the latter extending laterally outwardly within the side rail 281 for welding to the web 258, the inner channel member of side rail 281 being suitably flanged at the connector for welding thereto.

It will thus be noted that the rear end of the side rail 281 is rigidly connected to the transverse connector member 96, the column 218 forming a continuation of the side rail rearwardly of the connector 96. Furthermore, the load point determined by the rear spring shackle bracket 89, is concentrated to effectively distribute the load to column 218, side rail 281, and the chassis sill 85; the connector 98 rigidly tying these parts together.

These structures at the opposite shackle brackets 89 are further braced transversely of the vehicle by a cross brace 3 l 4 having the bottom forwardly extending stiffener flange 3I5 and the upper rearwardly extending flange 3l8. The flange 3l5 is welded to the flange 283 of the side rail inner channel member and is removably secured to the connector 98 by the aforesaid fastener 93 as shown in Fig. 22. The flange SIS The opening between the column 218, the paneL,

' 3H and brace 3| 4 is closed by the filler member 3l8 welded to these adjacent parts. The panel 3 l1 has the rear seat receiving depression 3|9 formed therein, the sides of the panel being flanged at 329 for welding around the front lower inner portion of the wheel house 395.

The lower edge of wheel house 395 is stiffened by a flange 32! which widens laterally at the lower curved end of column 218 (see Fig. 23), this flange being welded to the inwardly extending flange of the column insert 3 and continuing forwardly below the connector 96 to form'a continuation of the flange 266' of the side rail 201.

The central portion, midway of the body structure, of the cross brace 3|4 is arched to accommodate the drive or propeller-shaft (not shown), the arched portion being reinforced by the angled arched member 322 shown in Fig. 22. In Fig. 15 the tunnel structure 323 for the propeller shaft is shown extending forwardly and rearwardly of the arched portion of the cross member 3l4. The flange 3l5 of this cross member also serves to support the forward flooring 324 in conjunction with the flange 223 of the side rail 201.

Returning now to the plate 293, it will be noted that this plate is formed with an outwardly depressed ribbed brace 325 providing a channeled beam or brace generally rearwardly and upwardly from column 216 to the downwardly sloping rear portion of the top rail 234. This brace 325 thus rigidly trusses the column and top rail and also reinforces the Wheel house 365 as best seen in Figs.

14 and 27. In order to reduce the weight of plate 293 the latter has a cut out portion forming the opening 326 bounded by the offset stiffening border flange 321 best seen in Figs. 19 and 27.

In Fig. 30, I have illustrated the manner of welding the plate 293 to the top rail 234, the connection consisting of a joining plate 328 welded to the outside of the outer channel member 246 and also to the rear terminal portion of the web 325, the web at this portion extending substantially at right angles to the top rail 234. The corner opening between top rail 234, plate 293, and window opening 288 is filled with a'filler piece 329 having its inwardly extending border flanges 330 welded to the adjacent members just mentioned.

Referring now particularly to Fig. 34, I have illustrated the manner of forming the vehicle roof structure which covers the opening 64 provided by the four main body assemblies A, B, C, and D. This roof structure has its frame brackets 228 supporting the wood strip 33l suitably secured to the bracket. Secured to this strip is the wire mesh 332 which covers the opening 64 and which is preferably adapted to provide an aerial for a radio (not shown) receiving set.

An outer layer of roofing fabric 333 has its marginal edges return bent around the outer edge of the bracket 228 leaving a border edge depending into the rib 221, this edge being securely held in the rib by a rubber strip which is deformed by compressing the strip into the rib. Suitable felt or other packing 335 is preferably laid between the sheets 332 and 333.

The rear panel D, as shown in Fig. 38, has its main body stamping 335 welded along its downwardly sloping edges at 54 and 55 as aforesaid t the side panels B and C respectively, the panel stamping 335 thus forming a continuation of the.

side panel portions or outer shell 23 The upper edge of the rear panel D also forms a continuation of the roof structure for the roof opening 64% best seen in Figs; 14 and 22.

The rear. nel D is provided with a divided rear window ope ng 336 bounded by a window frame formed by the inwardly bent flange 331, the dividing brace 338 serving to stiffen the panel and to also form the sections or divisions of the window opening 336. In order to further stiffen the upper portion of the panel D, I haveprovided the ribbed stiffening strips 339 Welded to the insides of reinforcing strips 339 being best shown in Fig. 22.

The rear mnel D is further reinforced and the body side panels B and C arebraced at their rear ends by a plurality of cross. bracing structures,

certain of which also function to provide a storage space, a shelf, and a back for the rear seat (not shown) adapted to be supported inthe depression 3l9 of the panel 3".

The shelf forming brace 340 has a rear upwardly extending flange 34l welded to the window frame flange 331 (see Figs. 14 and 22) and at the sides of the shelf brace I have provided a channeled bracket 342 adapted to rigidly connect the shelf brace with the top rails 234. The inner channel member 245 terminates at the shelf brace and at the ribbed brace 325, the top rail therebelow comprising the outer channel member 246.

Each bracket 342 (see Fig. 20) has outwardly widening side flanges 343 and 344, respectively, welded to the inner faces of the flanges 249 and 250, the web 345 of the bracket being welded to the under face of the shelf brace 340 to support this shelf. The shelf brace is further stiffened by the pressed ribs 346 and 341, the brace having a forward downwardly and rearwardly flanged marginal edge 348 cutaway at the opposite sides to receive the vertically inclined brace 349, the upper edge of which is welded to the downwardly extending portion of flange 348 (see Fig. 20)

Each of the braces 349 has an inner rearwardly bent side stiffening flange 350 and the outer side flange 35l welded to the adjacent plate 293 and to the wheel house 305, the lower edge of each brace 349 overlapping the upper flanged edge 352 of the transverse brace 353 for welding thereto (see Fig. 22). The braces 349 and 353 have depressed stiffening ribs 354, 355 and 356, 351, respectively, these pairs of ribs forming a substantially inverted V-shaped ribbed portion extending substantially from the rear edge of the seat supporting panel 3| 1 to the shelf brace 340.

At its lower edge the brace 353 has a forwardly turned flange 356 for supporting the rear marginal portion of the panel 3|1, the engaged portions being welded together. For lightness of weight the brace 353 has portions cut away therefrom forming openings 359.

' The rear panel D cooperates with shelf brace 346, side braces 349 and transverse brace 353-to provide a storage space, the bottom of which is formed by a floor panel 366,forwardly flanged at '36! for welding to the transverse brace 353. The

nel members are interconnected by a stiffener plate 366 which is transversely ribbed or corrugated at 361, the sides of the plate being welded to the channel members 365. Rearwardly'of the plate 366, the panel stamping 335 is provided with a generally circular outwardly depressed rib 366 which further lends rigidity to the stamping to carry a spare tire (not shown) at this region and to otherwise strengthen the stamping.

Intermediate the plate 366 and window frame 331 the channel members 365 are further connected by a ribbed stiffener member 366 welded to the stamping 335 and to the channel members in the region of the side brackets 362.

Interconnecting the top rails 234 substantially midway between the window opening 336 and the bottom of the stamping 335 is the forwardly channeled cross brace 316 having its mid-portion welded to the plate 366 (see Figs. 21 and 22) and having its ends deflected toward the stamping 335. Intermediate these ends and the stamping is the vibration and noise dampening material 311 such as felt strips adapted to press rearwardly against the panel stamping 335 and prevent any objectionable rumbling noises or audible vibrations thereof and also to lend support to the stamping 335. I

The cross brace 316 is supported by the top rai 234 by the channeled connectors 312 welded to" the cross brace and to the channeled angle brackets 313, the latter fitting within the channel member 246 for welding thereto.

The rear edge of the floor panel 366 and the bottom edge of the stamping 335 are flanged together at 314 and 315 for forming a welded reinforced marginal edge and these panels are further stiflened adjacent said edges by the forwardly flanged channeled connector members 316 which have bent terminalportions 311 and 316v respectively, welded to a channel member 365 and to the upper surface of the floor panel 366 as best shown in Figs. 14 and 22.

Each of the chassis sills, such as the sill 65 as seen in Figs. 14, 22, and 23, is reinforced in the vicinity of the connector 66 by constructing the sill with an inner channeled member 316 which carries the bracket 62 and which has its flanges 366 and 36l (see Fig. 22) welded within the flanges 362 and 363 respectively of the main portion of the sill 65.

In Figs. 14, 15, and 29, I have illustrated the manner of anchoring the lowenrend of one of the top members 234 to body side rails. The rear end of the typical side rail 65, as best seen in Figs. 14 and 29, has the inner channeled member 364 and above the forward portion thereof is the relatively heavy stamped floor channel 365 provided with side flanges 366 flush with the floor panel 366 and welded thereto. Welded tothe channel 365 and to the outer member 246 of the top rail 234 is the angled connector 361, the floor channel 365 having its rear portion deflected inwardly of the body structure and the associated body side rail 65, as best shown in Fig. 15, to carry a bumper (not shown)" at the rear end 666 thereof.

The rear end of the rail 65 terminates short of the outer shell 266, the box-like cross member 366 bracing the side rails 65 and 66 at their rear ends. Forwardly of the cross member 366 the side rails may be additionally connected by welded cross braces, one being illustrated at 366 in Fig. 15.

The entire assembled body structure is preferably removably secured to the chassis sills 65 and 66, certain of the securing bolts having been referred to hereinbefore. In addition thereto, the typical rail 65 (see Figs. 15 and 29) has the boltreceiving brackets 36l secured thereto, these brackets receiving bolt assemblies 362 which removably secure the body to the rail 65, the bolts passing through flanges 366 and floor panel 366.

Additional brackets 363 and 364 are carried by the cross member 366, the associated removable fasteners 365 and 366 connecting the body through the floor panel 366 to the chassis structure. Forwardly of the brace 346 are the side bolts 361 which further removably secure the .body structure to each of the body side rails adjacent the rear wheel housings 365, as shown in Fig. 15.

I flnd it expedient by way of example, to com-. pletely assemble the front section A and then to join this assembly with a rear assembly formed of the side panels B and C together with the rear panel D and the various cross braclngs, the completely assembled body structure being then bolted to the chassis structure.

Referring to Figs. 31 to 33, inclusive, I have illustrated my invention as applied to a so-called two door type sedan body structure in which the intermediate column 261 of the Fig. 1 embodiment has been omitted and the rear column 216' has been moved forwardlyof the body with respect to the position of the generally similar rear column 216 of Fig, 14.

Inasmuch as many of the parts of the body structure of the two door sedan are identical to corresponding parts of the four door sedan previously described, I have used the same reference characters as heretofore employed and the description of such parts will not be repeated. Other parts which have been changed in size, location, or the like, have been given primed reference characters corresponding to unpriined characters in the previous embodiment, it being understood that in such instances the corresponding parts are generally similar in their structure and function and therefore need not be again described in full detail.

In Fig 31, only the rear end of the body structure has been shown since the front section A is preferably the same as previously described. Thus, Fig. 4 is intended to illustrate the forward continuation of either the Fig. 14 or the Fig. 31 rear end structures. Furthermore, in Fig. 31 the rear panel D is the same as heretofore described, the interchangeability of the main body portions A and D greatly reducing the cost of manufacture for the two types of bodies.

One of the side panels B is illustrated in Fig. 31, this typical side panel being welded at 54 to the rear panel D. The panel B has its column 216' extending substantially vertically between the top rail 234' and the lower side rail 261', these rails being respectively almost identical to the rails 234 and 261. In Fig. 31 the column 216' is now rearwardly adjacent to the brace 212' although, in general, the column 216' is joined to the top rail 234 substantially as heretofore described.

In Fig. 32 the outer channel member 246' of the top rail 234' continues across the top of the Moving the column 218' forwardly provides a relatively larger rear window opening defined by the window frame forming flanges 288', 29l', and 298', the plate 293' being also lengthened and having the openings 326.

One important difference in the plate 293 as compared with the plate 293 lies in the manner of distributing the load directly from the front of the rear springs H to column 218' and top rail 234. Thus, plate 293' has its channeled rib 325' substantially V-shaped, the arms of the rib respectively extending to substantially the midpoint in the height of column 218' and to the top rail 234 just above the shelf bracket 342. At the apex of the V-rib 325' a joining plate 411i is welded to the plate 293' and to the side rail 20'! at the load point of the spring II, it being understood that the same chassis rail isshown in Fig. 31 and that the chassis rail is connected to the body side rail 20'! by a connector 96 and associated parts similar in this respect to the Fig. 23 arrangement. r

It will be apparent that I have provided a body structure wherein a truss construction is employed to resist the applied forces through definite structural members in which the primary stresses are the simple stresses of tension or compression, the severe bending stresses present in conventional types of automobile bodies and frames being largely eliminated. Thus, the body and chassis longitudinally extending lower side rails are in tension and the forward and rear inclined members as well as the roof portions of the top rails are in compression when a static load, due to the weight of the vehicle and passengers, is on the wheels.

The spring reactions are transmitted largely to the body structure in an improved manner, the front spring reaction and engineloadsbeing transmitted directly through the rearwardly and upwardly inclined members of the front body section to the front door columns and top rails; The body shell-or panels, in many instances, are constructed to take a portion of the loads, thereby minimizing the body weight.

While the chassis sills may be dispensed with, if desired, and the total loads taken by the body structure, I prefer largely for manufacturing and assembly convenience to provide the relatively light chassis structure as illustrated although the loads are largely taken by the trussed body structure.

Various modifications and changes will readily be apparent from the teachings of my invention and many changes may be made within the scope and spirit of my invention as defined in the appended claims, my invention in its broader aspects not being limited to the foregoing described illustrative embodiments.

What I claim is:

1. In a motor vehicle body structure having a drivers compartment, a pair of laterally spaced hollow beam structures extending. forwardly of said compartment and downwardly to form the front end of the body structure, ground wheel supporting means associated with said hollow each of said hollow beam structures providing a wheelhouse, and a forwardly and downwardly curved beam structurally connected to and lying within each of said hollow beam structures for stiffening the latter.

2. In a motor vehicle body structure having a drivers compartment, a pair of laterally spaced hollow beam structures extending forwardly of said compartment and downwardly to form the front end of the body structure, ground wheel supporting means associated with said hollow beam structures andadapted to transmit at least a portion of the body supporting forces upwardly through said hollow beam structures and rearwardly therethrough toward said compartment, each of said hollow beam structures providing a wheelhouse, and a channel member structurally connected to and facing each of said hollow beam structures to form a stiffening box structure therewith.

3. In a motor vehicle body structure having a drivers compartment, a pair of laterally spaced hollow beam structures extending forwardly of said compartment and downwardly to form the front end of the body structure, ground wheel supporting means associated with said hollow beam structures and adapted to transmit at least a portion of the body supporting forces upwardly through said hollow beam structures and rearwardly therethrough toward said compartment, each of said hollow beam structures providing a wheelhouse, and meansproviding a second hollow beam curved about at least a portion of each of said wheelhouses and respectively structurally connected to and lying within the first said hollow beam structures for reinforcing the latter.

4. In a motor vehicle body structure having a drivers compartment, a pair of laterally spaced hollow beam structures extending forwardly of said compartment and downwardly to form the front end of the body structure, ground wheel supporting means associated with said hollow beam' structures and adapted to transmit at least a portion of the body supporting forces upwardly through said hollow beam structures and rearwardly therethrough toward said compartment, each of said hollow beam structures providing a wheelhouse, said body structure including laterally spaced door column structures forwardly at the sides of said compartment, and means for structually, connecting said hollow beam structures respectively to said door column structures, said connecting means including a reinforcing beam structurally connected to each of said hollow beams, said reinforcing beams respectively extending substantially directly forwardly-from said column structures to points above said wheelally spaced door column structures forwardly at the sides of said compartment, means for structurally connecting saidhollow beam structures respectively to said door column structures, said connecting means including a reinforcing beam structurally connected to and extending substantially directly from each of said-hollow beams and curved respectively about at least a portion of said wheelhouses, and an inclined brace extend- 

